Electropneumatic brake.



No. 837,369. PATENTED DEC. 4, 1906. E. A. WRIGHT & W. V. TURNER.

ELEOTROPNEUMATIO BRAKE.

APPLICATION FILED MAR.20.1905.

lZhli iEB Sil rt l liti PATENT @FFIQE.

EDWARD A. Nltltwrl'il, 0F EDllEWOOD PARK, AND WALilEH V..TURNER,

OF WiLKlNSBUlfi-l, PENNSYLVANlA, ASSiGNORS TO THE WESTING- PORXIION OF ENNSYLVANIA.

enecpeoeusuaiario BRAKE.

Specification of Letters Patent.

Patented Dec. 4, 1906.

Application filed March 20,19U5. $eriai No. 250.988-

To (.053 whom it may concern.-

Be it known that we, EDWARD A. W'nrenr,

residing at Edgewood Park, and ALTER V.

TURNER, residing at llr'ilkinsburg, in the county of Allegheny, State of Pennsylvania, citizens of the United States, have invented certain new and useful improvements in Electropneumatic Brakes, of which the following is a specification.

This invention relates to automatic iiuidpressure brakes, and more particularly to electropneumatlc brakes, and has for its principal object to pro vide an improved construction whereby the brakes may be controlled either by the mani ulation of electrically-operated valves or y variations in the train-pipe pressure in the usual way.

Another object is to provide an improved form of double-check-valve device for use in controlling the flow from two separate in1etports to a common outlet.

Our invention comprises, in addition to the usual standard automatic air-brake equipment of a train-pipe, auxiliary reservoir, triple-valve device, and brake cylinder, an electrically-operated valve for. also controlling the supply of air to the brake-cylinder and a double check-valve located between the electrically-operated valve-and the triple valve and the brake-cylinder. By this means when air is supplied to the brakecylinder by the electrically-operated valve the check-valve acts to close communication from the brake-cylinder to the triplevalve, and thereby prevents the escape of air through the triple-valve exhaust-port; but wh en the brakes are operated pneumatically and air ilcws from the triple valve to the brake-cyiindcr the check-valve operates to close communication from the brake-cylinder to the electric application-valve.

in order to prevent the accumulation of pressure from leakage on the opposite side or" the check-valve when operating the brakes v pneumatically, which might cause an undesirable shifting of the valve and prevent the pneumatic release of the brakes, a vent-port is provided on the electric-application-valve. side of the check-valve, and this vent-port is controlled by the movement of the checkvalve, so as to be open when operating the brakes pneumatically and closed when operating electrically.

The electrically-operatcd connected on the brake-cylinder side of the double check-valve, whereby the brake-cylinder pressure may be graded down or re leased at any time, as desired.

In the accompanying drawings, Figure l is a diagrammatic elevation of a car-brake equipment embodying our invention aiid Fig 2 a sectional view of the improved double-cheok-valve device.

According to this construction our impro vements are illustrated as applied to the standard automatic air-brake apparatus, including the train-pipe 1, triple valve 2, connected by pipe 3 with the auxiliary reservoir 4, and pipe 5 for supplying air to the brakecylinder 12. In addition to this structure we provide anelectromagnct 10, operating the valve 9 for controlling communication from the pipe 8 and the auxiliary reservoir or other source to the pipe 7, and one inletport of the double-check-valve device 6, the other inlet-port of which communicates with the service-pipe 5 from the triple valve. The outlet-pipe 1 1 communicates with the brakecylinder, and to this is connected the electric release-valve 14, operated by nagnet 13., for controlling the outletport 15 to the atmos phere. The electrically-operated valves are preferably normally closed when their magnets are not energized. I

As shown in Fig. 2, the improved doublecheclevalve device comprises a casing-having a piston 19 and seats 17 and 18 for the same at opposite ends of its stroke. The outlet-port leads from the space between said seats, while the inlet-ports lrom pips 5 and 7 communicate with the chambers 'ir space on the opposite sides of the piston. On the side of the piston-seat toward the inlet-pipe 7 is provided a small vent or leak port 20, which is controlled by the valve 21, operated by the movement of the check-valve or piston. By this means when the piston is seated against gasket 18 any leakage of air underpressure around the check-valve piston or leakage from the admission-valve to pipe 7 will escape to the atmosphere through vent-port 20, and no pressure can ac-cumulateto cause release-waive is ICO ' to open-the valve 9 and supply air from the the smell leak-port 20,

from the auxiliary reservoir to the pipe 5,

' lease and prevent the coecplets release of the addition of the electrically operated applioliiectiona'ole shifting of the check to its l opposite seat at the time of releasing the brakes pneumatically.

The operation is follows: Suitable circuit connections being provided for controlling the magnets 16 and 13, to apply the oralres allv the magnet 16 is energized as: y reservoir or other source through t the double chec -valve. This air under pressure acting on piston. 18 accumulates much faster than it can escape through i if this should happen to be open, and instantly moves the piston over its seat 1?, thereby closing the vent-port and communication from the hrakecylincler to the pipe and the triple a valve and opening free com munieetion to the brake-cylinder through pipe 11. In this manner the escape of air through the exhaust-po1t 16 of the triple valve is prevented and the brake-cylinder pressure may he grarierl up to any desires degree by the eleotrio application-valve. lo a similar manner the hrakscylimler pr-ssure may be graded clown or released, desired, by energizing and deenergizizig the magnet 13 For controlling the valve 14 and the exhaust-port 15 To operate the brakes pneumatically, the train-pipe pressure is reduced to operate the triple valve in the ordinaryrvay to supply air leading through the double checlovalve and pipe 11 to the brake-cylinder. This air under pressure seats the piston 19 against the gasket 1 therebv closing communication from the brake-cyl incler tothe pipe 7 and-the electric application-valve and opening the vent-port 20,

' Should there be any leakage around the olreclvvalve or past the electric application" valve, the same would readily escape through the verit-port to the atmosphere. The brakes may then be released in the usual way by increasing the train-pipe pressure, an there will be no tendency for the check-valve to shift to its opposite seat and stop the ex haust through ipe 5 and port 16 of the triple velve, and this is considered an important feature in actual practice, since otherwise the pressure accumulatinghyleakto the opposite side of the check-valve would proloably cause the same to shift to its opposite seat thertinie of pneumatic reit will now be apparent that by'tlic mere cation and release valves and the double check-valve to the standard automatic alrbreqrc apparatus we have provided a simple and efiicient electroprie matic brake equip- :e oral s ime so ripened -iient by which and controlled either electrically ormieumati leaky,

"essure brake, the combinanpe, auxiliary reservoir,

ore-lase and a sea the triple valve and the electric supply-valve and the brakecylin in a fluid'pressurc broke, the combination with a train-pips, maxillary reservoir, triple valve and brake-cylinder, of an electrically-operated valve for controlling supply of air to the brake-cylinder, aiiii a check-valve device operated by the flow of air from the triple valve to the brakecylinder to close comino ication' from oral-I cylimler to. the else 0 supply-valve 3. in fluid-p sure bra-ire, the combination with a train-pipe, auxiliary reservoir, triple valve and bralre-cylin of an slew operated valve for controlling the l -operatocl valve for controlling the i air to the tries-i supply of air from the auxilial r reservoir to the brake-cylinder, and a double check-valve lac-tween the tri ,le valve and the electric supply-valveand 1; 1e brake-cylinder.

In a fluid-pressure brake, the coirihination with a tT iEbQlPS, auxiliary resc triple valve anti brake-cylinder, of an ele trically-ooeraterl valve mechanism for controlling supply of air to the brake-03d index its release therefrom, and a double check/valve between the supply from the electric val e, the triple valve, and the brakecylinder.

5. In a fluid-pressure brake, the combine;- tion with a train-pipe, auxiliary reservoir, triple valve and braliacylinder, of an electric application-valve for controlling the supply of air to the brake-cylinder, a check-valve device between the electric appiicatioiirvalve and the triple valve and the brake-evil der, and electric release-valve on the brake cylinder side of the oheclsvalve.

In a fluirlmrcssure aralre, the combination with a traimpip-e, auxiliary reservoir, .riplc valve and brake-cylinder, of an electric application-valve for controlling eoirin unication from the auxiliary reservoir to the brakeoylLid-er, a check-valve device operated by the flow of air f om the electric applicationvalve forclosing communication from -the lorelre-cylinder-to the triple valve, and an release-va ve the brake-cylinder is check-valve device.

a iluirle,ressurs brake, the climbin tion with a trainipe, auxiliary reservoir, triple valve, and rake-cylinder, an additional valve for controlling a supply of air to the brake-cylinder, a double check-valve between said additional valve supply and the triple valve and the brakec linder, and a vent on the side toward the ad 'tional supplyvalve and controlled by the movement of said double cheokvalve.

8. In a fluid-pressure brake, the combination with a train-pipe, auxiliary reservoir,

I tri le valve and brake-cylinder, an additional va ve for controlling a supply of air to thebrake-cylinder and a chec -valve device operated by the flow of air from the triple valve to the brake-cylinder to close communication from the brakecylinder to the additional supply-valve and to open a vent-port from the space on said supply-valve side of the check-valve.

9. In a fluid-pressure brake, the combination with a train-pi e, auxiliary reservoir, triple valve, and bra e-cylinder, of an addi 'tional application-valve for controlling the supply of air from said reservoir to the brakecy in er, and a double check-valve between \the triple valve and the application-valve and the brake-c linder.

10. In a uid-pressure brake, the combination with a train-pipe, auxiliary reservoir,

triple valve and bra re-cylinder, of an electric application-valve for controlling the supply of air to the brake-cylinder, a checkvalve device operated by the flow of air from the triple valveto the brake-cylinder to close communication from the brake-cylinder to the electric application-valve, a vent-port on the application-valve side of the check-valve, and means for controllin said vent-port.

11. In a fluid-pressureirake, the combination with a train-pipe, auxiliary reservoir, triple valve and brake-cylinder, of an electric application-valve for controlling the supply or air to the brake-cylinder, a double checkvalve between the electric application-valve and the triple valve and the brake-cylinder, a vent-port on the a plication-valve side of the double check-vaIve and controlled by its movement. and an electric release-valve on I the brake-cylinder side of said double checkvalve.

In testimony whereof we have hereunto set our hands.

EDWARD A. WRIGHT. WALTER V. TURNER. Witnesses:

R. F. EMERY, J. B. MAoDoNALn. 

